Marine velocipede



(Nb Model.) 3 Sheets-Sheet 1.

H. C. JOHNSON. MARINE VELOGIPEDE. No. 599,237. Patented Feb. 15,1898.

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H. O. JOHNSON.

MARINE VBLOGIPBDE.

No. 599,237. Patented Feb. 15,1898.

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H. G. JOHNSON. MARINE VELOUIPEDE.

No. 599,237. Patented Feb. 15,1898.

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HILARY O. JOHNSON, OF MEDIA, PENNSYLVANIA.

MARINE VELOCIPEDE.

SPECIFICATION forming part of Letters Patent No. 599,237, dated February15, 1898.

Application filed June 28, 1897.

To 0022 whom it may concern:

Be it known that I, HILARY C. JOHNSON, a citizen of the United States,residing at Media, in the county of Delaware and State of Pennsylvania,have invented a new and useful Marine Velocipede, of which the followingis a specification.

This invention relates to marine velocipedes; and its object is toimprove the construction of devices of this character, where by they maybe more easily propelled and maneuvered and whereby the paddle-wheel canbe easily removed from its bearings for the purposes of repair orotherwise.

W'ith these objects in view the invention consists of the severaldetails of construction and combination of parts, as will be hereinafterfully described, and particularly pointed out-in the claims.

In the drawings, Figure 1 is a side elevation of a marine velocipedemade in accordance with my invention. Fig. 2 is a top plan View. Fig. 3is a bottom plan view. Fig. 4 is a vertical transverse section on theline 0c of Fig. 1. Fig. 5 is a similar section on the line 1 g ofFig. 1. Fig. 6 is a vertical longitudinal section. Fig. 7 is a viewinperspective of portions of the wheel-casing separated. Fig. 8 is adetail perspective View of the middle portion of the propellershaft andits bearing. Fig. 9 is a detail view of the gearing to connect the crankand propeller-shaft. Fig. 10 is a perspective view of one of thebearings for the paddle-wheel shaft. Fig. 11 is a detail sectional viewof a portion of the wheel-casing and the bearing forthe paddlewheelshaft.

Similar reference-numerals indicate similar parts in the severalfigures.

1 indicates the hull of the boat, the bottom of which is inclinedupwardly at each end, as indicated at 2, and the opposite sides 3 ofwhich converge at their ends to the stem and stern posts 4 and 5, sothat each end of the boat is tapering.

6 indicates a water-passage which extends longitudinally of the bottomof the hull, and the upper wall 7 of which is in substantially the samehorizontal plane as the lower ends of the stem and stern posts.

The framework of the boat consists of two spaced rows of vertical posts8, a series of vertical posts, and a series of ribs 11.

Serial no. 642,636. (No model.)

horizontal cross-braces 9, connected to the upper ends of the posts 8, aseries of diagonal braces 10, which extend from the ends of thehorizontal braces to the lower ends of the The water-passage will beformed by securing the planks which form the vertical sides of thepassage to the opposing sides of the vertical posts 8, and the plankswhich will form the top walls 7 of the water-passage will be secured to'the under side of the cross-braces 9, between the vertical posts 8,thereby forming a smooth surface,with which the water will be incontact, and so ofiering but little frictional resistance to the forwardmovement of the boat. A series of bulkheads 12 are formed at each sideof the water-passage, the vertical posts 8, braces 9 and 10, and theribs 11 serv ing as frameworks for the bulkheads. The planking of thehull will be secured to the edges of the bulkheads and the ribs 11 inthe usual manner, and the bulkheads will give strength and stifiness tothe hull.

The top wall 7 of the waterway is provided with an opening 13intermediate the ends of the boat, through which the paddle-wheel 14extends into the water-passage. The portion of the paddle-wheel which isabove the top of the water-passage will be inclosed by a sheetmetalcasing, of which 15 indicates the sides and 16 the ends, which aresecured to the sides in any suitable manner. The lower ends of the sidesand ends will be secured to the top wall 7 of the water-passage in anysuitable manner. The upper edges 17 of the sides are curved in the arcof a circle and areprovided with laterally-extending flanges 18, and theupper ends of the end pieces 16 are also provided withlaterally-extending flanges 18.

19 indicates the cap-sections, which are secured to the flanges 18 bymeans bf cross-bars 19, bolts 20, and thumb-nuts 20". Each side isprovided with a vertical slot 21, which extends from its upper edgedownwardly, and on each side of these slots stiffening-bars 22 aresecured to the sides by riveting or otherwise, and the lower ends ofthese bars will be firmly secured to the planks, which will be securedto the outer sides of the vertical posts 8.

23 indicates reinforcingplates which are riveted or otherwise firmlysecured to the sides v 15, between the stiffening-bars 22, and extendfrom the lower end of the slots 21 to the lower ends of thestiffening-bars.

24 indicates sliding plates, each of which is provided at its lower endwith a rectangular recess 25. These sliding plates are connected attheir upper ends by a cap-plate 26 and by a bolt 27, which extendsacross above the cap-plate. These plates are adapted to slide over thesides 15, between thestiffening-bars 22, and to engage with their lowerends the upper ends of the reinforcing-plates 23. I When the parts arein position, the ends of the cap-sections 19 will preferably overlap theends of the cap-plate 26, and the overlapping ends will be secured tothe flanges 18 by the same bolts. A suitable packing 28 w-ill beinserted between the flanges 18 and the edges of the plates in order tomake a watertight joint.

The flanges 18 are cut away between the bars 22 in order to permit thesliding plates 24 to lie close to the sides of the casing. Thestiffening-bars 22 are made of angle-iron, and the projecting members ofthese bars are provided with a series of alining openings 29.for thereception of a series of sliding bars 30. Each of the sliding plates isprovided with a series of stiffening-ribs 31, which are so arranged thatwhen the sliding plates are in position the ribs will be immediatelyopposite the sliding bars 30. Each of the sliding bars is provided witha threaded opening, through which a set-screw 32 passes to engage theribs 31, and when these set-screws are tightened up the sliding plateswill be forced into close engagement with the sides of the casing.Suitable packing 33 will be inserted between the sliding plates 24 andthe sides of the casing on each side of the slots. 21 in order to make awater-tight joint.

34 indicates boxes which are rectangular on their exterior surface andare bored out to receive the shaft 35 of the paddle-wheel 14. Theserectangular boxes are adapted to fit in the slots 21 and be supported onthe upper edge of the reinforcing-plate 23 and the bottom wall of theslot 21, and each box is provided with flanges 36, adapted to fitclosely against the interior and exterior faces of the respective sidesof the casing. The shaft 35 projects at each end beyond the casin g andis provided with sprocket-wheels 37 When it is desired to remove thewheel for any purpose, the thumb-nuts will be removed from the bolts andthe cap-plates 19 removed The set-screws 32 will also be loosened, andthe sliding plates 24 and the cap-plate 26 can then be removed, when thewheel and its journalboxes can be lifted out through the opening in thetop of the casing, and in order to replace it the operation justdescribed will be performed in reverse order.

Under normal conditions the boat will not be submerged above the top ofthe water-passage; but in the event of some accident occurring thatwould cause the water to fill the interior'of the hull as soon as theWater closes the opening in the journal-boxes of the paddle-wheel shaftthe casing inclosing the paddle-wheel will become an air-tight chamberand by its buoyancy serve to prevent the boat from entirely sinking.

38 indicates a crank-shaft which is supported in suitable bearings 39,supported on the top wall of the water-passage, and this shaft isprovided with a crank 40 at each end, and each crank carries a pedal 41.

42 indicates sprocket wheels rigidly secured on the crank-shaft 38 inalinement with the sprocket-wheels 37 on the paddle-wheel shaft 35, andchains 43 connect the sprocketwheels 42 and 37.

44 indicates a seat supported on a suitable frame 45, which extendsupwardly from the top wall of the water-passage. The pedalcranks are soarranged thatin operatingthem the riders feet will work below the top ofthe water-passage, on each side thereof.

46 indicates a propeller-shaft which inclines downwardly from its frontto its rear end. The front end of the propeller-shaft is supported in abearing 47, which is secured on the seat-frame 45, and its middleportion is supported in a suitable bearing 48, secured in the top wallof the water-passage, and at beveled gear 53, carried by the crank-shaft38. This beveled gear 53 is adjustable on the crank-shaft in order thatit may be moved into or out of engagement with the pinion 52 on thepropeller-shaft, and it is held in its adjusted position by means of aset-screw 54, which passes through its hub to engage the crank-shaft 38.

55 indicates a vertical shaft which is supported in suitable bearings56, secured to the shaft carries at its upper end a handle-bar 57, fromthe ends of which ropes, chains, or wires 58 lead under pulleys 59,which are secured to a fixed part of the boat, to a cross-bar 60 on theupper end of the rudder-post 61. The handle-bar 57 is so located thatthe operator when in the seat 44 can conveniently grasp it and steer theboat as desired.

Two or more air-tight chambers 62 are arranged above the water-passageand communicate at their lower ends therewith. These air-chambers serveto give buoyancy to the boat, and in the case of accident will aid thepaddle-wheel casing in preventing the. boat from entirely sinking.

The shaft is provided with suit-,

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. rear end of the paddle-wheel casing, and this 7 From the abovedescription it will be seen that I have produced a marine velocipedewhich can be propelled either by the paddlewheel or the propeller alone,or by both together. By having the ends of the bottom to inclineupwardly and outwardly the boat can be maneuvered much easier, as itwill practically turn on a pivot, for, as before stated, under normalconditions the stem and stern of the boat will not be in the water. Theinclination to the ends of the bottom will also facilitate running theboat up on a bank to effect a landing, and will also make it easier forthe boat to be backed off from the bank. It is also obvious'that byconstructing the paddle-wheel casing in the manner described thepaddle-wheel may be easily and quickly removed for the purpose of repairor other- Wise and be as easily replaced in position.

While I have illustrated and described my invention as being propelledby manual power, it is of course obvious that the crankshaft could besuitably connected to any kind of motor in order to give it thenecessary rotary movement.

It will be understood that changes in the form, proportion, and theminor details of construction may be resorted to without departing fromthe spirit or sacrificing any of the advantages of this invention.

Having described the invention, what I claim is- 1. In a marinevelocipede, a hull tapering longitudinally to each end and having abottom inclining upwardly and outwardly at each end and provided with awater-passage extending longitudinally thereof from end to end, theupper Wall of said passage being in substantially the same horizontalplane as the lower ends of the stem and stern posts, combined with apaddle-wheel mounted to revolve in said water-passage intermediate theends of the boat, suitable means to revolve the paddle-wheel, andasteering mechanism, snbstantially as described.

2. In a marine velocipede, a hull having a water-passage in its bottomextending from end to end thereof, the top Wall of said passage beingprovided with an opening intermediate its ends, combined with apaddlewheel casing fitted over said opening and firmly secured at itslower end, the top of said casing being removable'and its sides providedwith slots open at theirnpper ends, and a paddle-wheel having its shaftjournaled in boxes removably supported in said slots, substantially asdescribed.

3. In a marine velocipede, a paddlewvheel casing secured at its lowerend to the hull and adapted to inclose the upper portion of thepaddle-Wheel, the cap of said casing being in sections removably boltedto the sides and ends of the casing, and the sides having vertical slotsopen at their upper ends to receive the journal-boxes of thepaddle-wheel shaft, sliding plates to close said slots, and means toclamp the sliding plates to the casing, substantially as described.

4. In a marine velocipede, a paddle-wheel casing secured at its lowerend to the hull and adapted to inclose the upper portion of thepaddle-wheel, the cap of said casing being in sections removably boltedto the sides and ends of the casing, and the sides having vertical slotsopen at their upper ends to receive the journal-boxes of thepaddle-wheel shaft, sliding plates to close said slots, means to clampthe sliding plates to the casing, a packing interposed between thecap-sections and the sides and ends of the casing, and between thesliding plates and the sides of the casing to make water-tight joints,substantially as and for the purpose described;

5. In a marine velocipede, the combination of a paddle-Wheel, a casingfirmly secured at its lower end to the hull of the boat to inclose theupper portion of the paddle-wheel, the upper ends of the side and endpieces of said casing being provided with lateral flanges, and saidsides having vertical slots open at their upper ends, cap-sectionsremovably bolted to the said flanges, stiifening-bars secured to thecasing on each side of said slots, reinforcing-plates secured to thesides between the bearings below the slots, rectangular boxes fitted insaid slots and supported on the lower walls of the slots and the upperends of the reinforcing-plates, said boxes serving as bearings for thepaddle-wheel shaft, sliding plates fitting between the bars and havingrecesses at their lower ends to receive the said boxes, a cap-plateconnecting the upper ends of the sliding plates and adapted to beremovably secured to said flanges, sliding bars supported in thestiffening-bars, and set-screws working through the sliding bars andengaging the sliding plates, substantially as described.

In testimony that I claim the foregoing as my own I have hereto affixedmy signature in the presence of two witnesses.

HILARY o. JOHNSON.

Witnesses:

H. P. TUEN, R, H. THoMsoN.

